Chusetts



W. B. S. WHALEY.l

INTERNAL CONIBU ST!0N ENGINE. -APPLlcATloN FILED MN. 9, 1917. RENEwzD APR. 11,1922.

.1 5430.480. Patented Sept. 2.6,' 19'22I 1o SHEETS-SHEET 1.

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Patented Sept. 2.6,

10 SHEETS-SHEET 2.

W. B. S. WHALEY.

INTERNAL COMBUSTION ENGINE.

APPL1c11T1oN F1151) 1AN.9. 1917. RENEWED APR. 11,1922.

1,430,480. Patented Sept 26', 1922.

, IOSHEETS-SHEET 3- ATU.

W.- B. S. WHALEY.

INTERNAL COMBUSTION ENGINE. APPLICATION man :AN.9,1911. RENEWED APR. H. 1922.

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1,430,480.- i Y Patentedsept. 26, '1922.

10 SHEETS-SHEET 6.

ATU.

W. B. S. WHALEY. INTENAL COMBUSTION ENGINE.

APPLICATION FILED 1AN.'9. 1911. RENEwED APR. 11,1922.

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W. B. S. WHALEY.

INTERNAL COMBUSTION ENGINE.

APPucATIoN HLED 1AN. 9. 1917. REEwED APR. 11.1922.

1 ,430,480, Patented Sept. 26, 1922.

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A TLLK W'. B. S. WHALEY.

INTERNAL comusTmN ENGlNE. APPLICATION FILED JAN'. 9, ISI?. IIENEWED APR. .11,1922. l

1 ,430,480, Patented Sept. 26, 1922.

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IINTERNAL COMBUSTION ENGINE. APPLICATION F|LED .'AN. 9, 14917. RENEWD APR. 11.1922.

1,430,480, Patenasept.' 26; 1922.

10 SHEETS-SHEET l0.

GoMPLETEn CwNBuaT/onl ,47 No Excess CARBON l 14.7 z 4 e a lo 12. I+ /6 le o SMOM@ I/vvs/vroR,

Patented Sept. 26, 1922.

entre stares 1,430,480 Farrar v rn-"rice,

WILLIAM B. SMITH W'HALEY, 0F NEW YGRK, N. Y., ASSIGNOR TAMERICAN VHALEY ENGXNE COMPANY, Oil' BOSTON, MASSACHUSETTS, A COREORATON OF MASSA- CHUSETTS.

Application led January 9, 191'?, Serial No. lflll.V Renewcdllpril 11, 1922.

T all tf1/0m t may concepiti.'

Be it known that l, WILLIAM B. SMITH `\vVrIALnY, a citizeny of the United States,

residing at New York, in the county of New York and State of'New York, have invented a new and useful improvement in Internal- Combustion Engines, of which the following is a specilication. i y

My invention relates to internal combustion engines which embody in their'designs reciprocating types of valve mechanisms such as are used l'for air-starting, scavenging, fuel-injecting, or other such purposes, or reciprocating or oscillating types of ignition apparatus for sparking purposes, or both, and has for its object to provide a simple and reliable operating gear therefor, which will impart thereto the required actuations for operating the same and for timing the functions thereof to perform at the proper intervals to meet the working conditions of the engine with which the same. are associated, according as the cycleor working thereof ma f require. To that end I employ in combination with the same the ordinary linkmotions common to steam engine practice, as against the valve-gears usually-employed with internal combustion engines, since the former are simple, durabley vand reliable in their operations and allon7 for a much wider range of operation, relative to the variable working features thereof, than the latter, and are equally applicable to either the reversing or non-reversing types of internal combustion engines.

Another object is to provide an internal combustion engine which in appearance, performance, and flexibility of manipulation and operationwill more nearly approach the characteristics of the steam engine, 'and to accomplish the same employ an engine operating on my improved retarded combustion cycle (disclosed in my application for Letters Patent for internal combustion en-l gines, iiled in the'Unit'ed States Patent Ofnce Decemberl, 1916, Serial No.`138 ,207, which requires the use Vof auxiliary valve mechanism and ignition apparatus therewith, and operates the same through the medium of the ordinary steam engine 4linkmotions which are 'coupled with the crankshaft of the engine and may be regulatably controlled through the manipulation of a hand-wheel to vary the operations, of said mechanism and apparatus operated thereby INTERNAL-COMBTJ'S'ION ENGINE.

sei-nino. 551,473.

according as the speed or working conditions of the engine may require,said link-motions being applicable to reversing as well as non-reversing engines. Thus the combination of an engineof the character disclosed in my aforesaid application, wherein the c .cle thereof, for an internal combustion engine, more nearly approaches the steam'engine than-any otherinternal lcombustion engine cycle known to the art and incidentally possesses the self-starting feature as well, along with the aforesaid steam engine types of link-motions and control' therefor, provides an internal combustion engine which follows the lines of the steam engine and embodies all the advantages thereof. as to simplicity of construction and lflexibility of manipulation and operation, and may be suitable for land or marine purposes (reversing or non-reversing), andis applicable to any size of engine within practical limits.

Still another object is to provide anoperating gear for internal combustion engines of the type disclosed in my aforesaid application, which, when employed with an engine having a plurality of cylinders, will enable the same to be self-starting'and reversing in either direction, and will automatically and effectively operatevthe auxiliary valve mechanism and ignition apparatus of the different cylinders of the engine for relatively responding to the operations of said cylinders according as the engine requires 'when' operating in either one or the other direction. y

To illustrate my invention, and without being limited thereto, l have shown inthe drawings one embodiment of my invention in the form of a three-cylinder self-starting reversing engine, having' the double ended and valvele'ss type of two -cycle cylinders, each being provided with an auxiliary valve and ignition apparatus therefor; and have employed therewith, for actuating purposes, one type of steam engine valve-gear commonly known as the Stephenson Link without being limited thereto, said link' pos-l sessing both the variable and reversing fea.- tures required for reversing engines, as shown in the drawings', where the crankarms of the crank-shaft thereof are angularly disposed to allow the engine to operate and perform in either direction,-it being here noted that for non-reversing engines the ordinary so-called radial link-motion tions of the frame members thereof partly shows the throttle-valve broken away for showing the crank-shaft of the engine with the middle cylinder set in head-end-'dead-center position.

Fig. 2 represents a back elevational view of the engine shown in Fig. 1.

Fig. 3 .represents the throttie-valve-levers of the different throttle-valves of the engine shifted to one of the extreme positions by the shifting mechanism provided therefor.

Fig. 4 represents the operating end ofy the engine. p

"Fig 5 represents' a cross sectional view taken through the middle cylinder of the engine as on line 5-5 Figs. 1 and 2 looking in the direction of the arrows.

` f `ig. 5a represents a diagrammatic view showin@ another possible resting disposition of the cranks of the engine, `wherein one of the pistons settles in the crank-enddead-center instead of the head-end-deadcenter shown in Figs. 4 and 5,since the tend- 'ency of a three-cylinder engine with angularly disposed cranks as shown will be to balance, therefore the engine will always assume a position, when at rest with a piston thereof, either'in the head-end or crankend dead-center, as shown in Figs. 5 and 5a.

Fig. 6 represents` across sectional view taken through lines 6 6, Fig. 5, looking in the direction of the arrows.

, Fig. 7 represents the same `view as Fig. 54 but shows the same enlarged.

Fig.8 represents the-same view as Fig. 7 but shows the piston moved to its lowest positiony in `the cylinder.

Fig. 9 represents the throttle-valve section of the views shown in Figs. 7 and 8, but shiftedv to the closed position, as against the open position thereof shown in said Figs. 7 and 8.

F ig. 10 represents a sectional view taken on line 10-10 iig. 9 looking in the direction of the arrows.

Figs 11 represents a diagrammatic view of the operating gear with its relative auxiliary valve and ignition apparatus, corresponding tothe yleIt end cylinder shown in Fig. 1, the engine being at rest with the gear set in the neutral position;

Fig. 12 representsl a diagrammatic view similar to Fi 11 but corresponds to the middle cylin er of the engine shown in Fig. l.

12 but shows the opera-ting gear shifted to full forward, the engine turning in the direction of the arrow marked F Fig. 16 represents the same view as Fig. 13 but shows the operating gear shifted to full forward, the engine turning in the direction ofthe arrow marked F Fig. 17 represents the same view as Fig. 11 but shows the operating gear shifted to full reverse, the engine now turning in the directiony of the arrow marked R.

Fig. 18 represents the same view as Fig. 12 but shows the operating gear shifted to full reverse, the engine turning inthe direction of the arrow marked R.

Fig. 19 represents thesame view as Fig.

13 but shows the operating gear shifted to full reverse.

Fig. 2() represents 'a diagrammatic view of the middle cylinder of the engine, showing the crank-arm of the crank-shaft shifted into `the position in which `the operating gear forthat cylinder is ready to open the auxiliary valve thereof, when the engine is rope 'ating full forward, the engine turning in the direction of the arrow marked F.

Fig. 21 represents a similar view to that shown in Fig. 2O and corresponds to the full reverse running of the engine, the engine turning in the direction of the arrow marked R.

Fig. 22 represents j the same yview as Fig.

20, representing the engine running full` forward and showing the position of the crank-arm of the crank-shaft for the middle cylinder of the engine, when the auxiliary.. valve for that cylinder is brought to the closing position, the engine turning in the direction of the arrow marked .F.

rFig. 23 represents the same view as Fig.

`22 but shows the engine running full re- Fig. 27 represents a plan view taken onin advanceof the point E of retarded comline 27-27 in Fig. 1 looking in the direction of the arrows.

Fig. 28 represents a sectional view taken on line 28-28 in Fig. 1 looking in the direction of the arrows.

Fig. 29 represents a part sectional view taken on line 29-29 Fig. 27 looking in the direction of the arrows.

Fig. 30 represents a view taken on line 30-30 Figs. 27 and 29 looking in the direction of the arrows.

Fig. 31 represents a perspective view of the link end of thev operating gear.

' Fig. 32 represents an adjustable form of connecting-rod which may be used for the auxiliary valves and the ignition apparatus.

Fig. 33 represents a diagrammatic view` of the ordinary type of igniter shown coupled with an ordinary spark-plug.

Fig. 34 represents an end view of the igniter shown in Fig. 83.

Fig. 35 represents the rear view of the igniter shown in Figs. 33 and 34.

Fig. 3G represents an enlarged end view of the igniter shown in the preceding figures, showing the igniter partly broken away,

with the operating latch member thereofA engaged with the armature member of the igniter and in the act of raising the same.

Fig. 37 represents the same View as Fig. 36 but shows the engaging-latch-member disengaged from the armature member, with the latter droppedv to its lower position.

Fig. 38 represents the same view as Figs. 35 and 37 but shows a variable timing wedge adjusted in its lowest position for providing earliest sparking.

Fig. 39 represents the same view as Fig. but shows the adjusting cam of the igniter shifted to the opposite position, corresponding to that shown in Fig. 38, for providing earliest sparking.

Fig. 40 represents a diagrammatic view showing the adjusting cams of the igniters coupled together and shifted to the extreme position shown in Fig. 39, as against the mid position shown in Fig. 1. n

Figrl represents a theoretical chart of the cycle of the engine herein employed and described. i

Fig. ll2 represents a diagrammatic yiew showing the piston of the cylinder ready to start down on the firing stroke, when the main compressed air-admitting-valve, as well as its eo-acting valve, are closed, as shown; the dotted lines indicating the position of the piston corresponding to the position thereof when said main air-admitting-valve of the compressed Aair system for the engine starts to open.

Fig. 43 represents the position of the piston and the relative conditions of the main compressed air-admitting and co-acting valves, corresponding to a point somewhat bustion shown on the card in Fig. the dotted lines in Fig. 43 indicating the position of the piston corresponding to the point of completed combustion also indicated on the card in said Fig. 41, when the stratifying operation in the cylinder commences.

Fig. 4-1 represents the position of the piston when the stratifying medium ceases to be admitted into the cylinder, and therefore the main air-admitting-valve and its co-acting valve are closed, as shown.

Fig. l5 represents the position of the piston on its firing stroke cracking the exhaustport,-the dotted position representing the piston on its up and compression stroke in the combustion chamber of the engine.

Fig. d6 represents the piston being started on the down stroke by the pressure of the incoming compressed air through the main air-admitting-valve and its co-acting valve as may occur for starting purposes.

Like numerals refer to like parts throughout the several views of the drawing.

rllhe numeral 1 represents the engine bed which is provided with the bearings 2 in which the crank-shaft 3 operates and which crank-shaft is provided with the angularly disposed crank-arms il, 5 and G for the cylinders 7, 3 and 9, respectively. The cylinders are preferably supported upon individual frame members 10, 11 and 12, respectively, as shown in Figs. 1, 2 and 4, and maybe bolted or otherwise secured to the engine bed 1 in any suitable manner,-t\vo of said frimel members, namely, 10 and 11,. being provided with the guide-runs 13 and 14 for the cross-heads 15 and 16, respectively,`the frame member 12 being preferably trunked and provided with the air-cylinder 17 in which the piston 18 operates both as a crosshead for he cylinder 9 and as an air pump for su 3l* ino' the necessar f compressed air for the air system of the engine, the crossheads 15, 16 and 13 being connected with the crank-pins of the crank-arms Il, 5 and G of the crank-shaft 3 by the connecting rods 19. 2O and 21, respectively.

The numeral 22 represents the inlet-valve for the air-pump-cylinder 17, and 23 represents the outlet-valve which connects with the compressed air-receiver by any suitable means, as by the pipe 25 for charging the same with the'air compressed in said air-pump.

Each of the cylinders 7, 8 and 9, as for example the cylinder S in Figs. o, and 8,

vis provided with the `combustion chamber 26 at the top thereof and the pre-compression chamber 27 at the lower part thereof, the latter end of the cylinder being` provided preferably with the removable type of inner-cylinder or displacer 23 which suitably fitted and secured within the precompression end 27 of the cylinder, as by means of the flange 29 being bolted kbetween the cylinder itself and the framemember l1 of the engine. The cylinder is preferably provided with the water-jacket 3() wherever possible; the fuel intake-jacket 3l, which is open at 32 to thev fuel intake pipe or manifold and terminates in suitable intake-ports 33 `which communicate with, and are open, to the pre-compression chamber 27, preferably toward the upper.`

part thereof; the pre-compression transferport 34 which is open tothe pre-compression chamber 27; the combustion chamber transfer inlet port 35 which opens into the combustion-chamber 26 and is preferably bridged with the gridiron-bars 36 at the entrance thereof and form the spaces between them as shown` in Figs. 7, 8 and 9; the exhaust port 37 which is open to thc lower end of the combustion-chaniber 26 of the cylinder; and the compressed air-coacting-cylinder-valve-opening 38 which is preferably located in the clearance-chamber 39 of the combustion-chamber 26.

40 represents a cylinder head which may be made integral with the cylinder or rigidly secured thereto in any suitable manner, according as may be desired, and is provided with the Spark-plug 41. 42 repre- Sents a skirt-type ofpiiston and is 'preferably provided with t e upper and lower piston rings 43 and 44 respectively, between which is located the pre-compression discharge or transfer-port 45 which registers with the pre-compression transfer port 34,

`when in the lower rlpart of its stroke, as l shown in Fig. 8. 1e piston-head 46 on the exhaust side thereof is preferably provided with the scooped exhaust-port-section 47 and on the intake side thereof is preferably provided with the inlet-balie-section 48. 49 represents the piston-rod which is secured to the piston 42 in any suitable manner and slidably operates-within the gland-box 50 which is preferably provided therefor in the inner-cylinder 28, Fig. 7. The lower end 5l of the piston-rod 49 is coupled in any suitable manner with the cross-head 16 or the trunk-piston 18, as the case may be, and which slidably operates in the frame-members of the engine.

52 represents a common exhaust pipe for Vthe engine, which is coupled with the exhaust-ports 37 of the cylinders 7 ,8 and `9 as shown in Fig. l. 53 (Fig.`2) is an ordinary water pump which discharges through the pipe54 and enters into the water-jackets 30 of the cylinders of the engine through the water inlet-pipes 55 in the lower portions of said water-jackets from where the water circulates upward towards the top of the cylinders in said' water-jackets and is discharged therethrough through the water discharge pipe 56, Figs. 7 and 8.

represent the transfer-throttlevalveto allow any desired throttling of the transferring fuel mixture, which, after it `has been pre-compressed in the pre-compression chamber of the cylinder, is then transferred into the combustion-chamber thereofv through the transfer-valve 58, as lrepresented by th small arrows Fig. 8.

The transfer-valve-le vers are pivotally connected with the coupling-.link 64 ywhich may be shifted into any desired/position. V

through the manipulation of the throttlinglever 65 on the arc 66 provided therefor; as shown in Figs. l, 2 and-'4.' 67 is the inlet for the water pump 53 which is actuated bythe working-beam 68,l preferably from a cross-head, as shown in Figs. 2, 4 and 69 is an auxiliary water-pump which may be employed as aiire pump, or, in the case of marine engines, as a bilge pump.

70 represents a fuel mixing `and proportioning valve-casing forthe engine, and is provided with the'bore 71, themixingcompartment 72, and the outlet 7 3 thereforthe bore 7l beingopen at one end to the Vgas supply pipe 74 and at the other end tothe air supply pipe 75 (Fig. 76 represents the perforated piston-valve which slidably fits the bore 7l and is divided off by the .partition-wall 77, to which is'secu'red the adjusting-spindle 78 which is preferably supplied with the hand-wheel 79 by means of which the valve 76 may be positioned within the mixing valve casing 70 for allowing the proper proportions of fuel-constituents to enter 'into the intake pipe 89,V

which is open to the mixture intake ports 32 of thel cylinders of the engi-ne. g n

81 represents a valve-casing for the main compressed air-admitting-valre 82, which casing isA suitably secured to the cylinder in any suitable manner, `as for example as shown in Figs. l, 24` and 25, and is preferably rovided with the ported-valve-sleeve 83, w ich is open to the compressed air receiver supply pipe 84 at the top thereof and is secured in yposition with the casing 8i by means of the cap-member 85 shown in Fig. 24. The ports 86 of'the sleeve-member 83 open into the chamber 87, which in turn is open to and discharges into the 3o-acting `valve casing 88 which fits withinthe valve opening 38 provided therefor` lin the cylinder (Fig. 8) and which slidably supports the coacting cylinderl valve 89 in the supportinglug ir'ovided therefor and which valve 'is ordinarily seated in the casing 88 by means of the expansion-spring 91 acting upon the valve as shown in Figs. 5 and 25.

The piston valve 82 is preferably provided with the perforations for preventing the pocketing of the compressed air in the lower part lof the valve-casing, as might otherwise be the case and which occurrence might be likely to interfere with the balancing features of the valve. 'The piston-valve 82 is provided with the spindle 93 which projects through the cap-member 85 and is preferably provided with the cross-hand end 94 which preferably operates on the guides 95 provided therefor.

96 represents an ordinary high tension igniter of the ordinary type, as for example the so-called "Wico igniter, which is adapted in its operation to magnetize and suddenly demagnetize one or more magnetic coils positioned within a permanent magnetic field; or in other words to suddenly demagnetize the magnetic core of said coil as distinguished from the make and break and direct induction systems and devices and is operated by a reciprocating `action,--it being here noted that other types of igniters may be employed to equal advantage, as for eX- aniple, the so-called Bosch igniter which operates on an oscillating stroke instead of a reciprocating stroke and with but little n'iodiiication may be coupled with the operating gear of the engine to comply with the requirements of the engine.

97 represents the slidable ignition operating bar which carries the pivoted latch 98 and engages in the 11p-stroke thereof by means of said latch with the armature-bar 99, as shown in Fig. 36, and discngages therefrom when said latch comes into contact with the timing-wedge 100, as shown in Fig. 37, when the armature of the igniter is allowed to drop. and in so doing, generaies the current which causes the sparking of the spark-plug7 41. The timing-wedge 100 is siidably tteo. within the igniter and is forced againstl the adjusting-timing-quadrant 101 by the action of the expansion-spring 102. The timing quadrant 101 is pivotally secured to the igniter at 103 and is provided with the graduated cam sections 104, which sections offer a. ranOe of adjustment for the timing-wedge 100, as may be observed from Fi., 35, and 39. The timing-quadrantlerers 105 are pivotally connected to the connecting-bar 106, Figs. 1 and 40, which in tin-n engages with the bell-crank 107' which is coupled with the bell-crank-operatinglever 108 by the connecting-link 109 and which lever may be setJV with the arc 110 to snit the peculiar requirements of the engine.

The engine as shown in the drawings being a three-cylinder self-starting and vreversing .122 for operating therewith.

engine, it will be noted that each of the cylinders 7, 8 and 9 thereof are provided with individual link-motions as 111, 112 and.113, respectively, Figs. 1 and 2, 11, 12 and 13. rl`he link-motion 113 (Fig. 11) consists of a set of forward and reverse eccentrics 114 and 115, respectively, which are rigidly secured to the crank-shaft 3 of the engine to operate therewith, and are set ahead of the crank of the cylinder with which the link-motion is operating, to lead the said crank by one eccentric or the other, according as the engine is running, in either direction. The eccentrics 114 and 115 are each provided with the eccentric-rods 116 and117, respectively, and are pivotally connected with the link 118 (Figs, 4 and 11) in the slot of which link operates the sliding-block 119 which is connected with the cylinder 9 timing-crank-arm 120 through the links 121,-said cylinder 9 timing-crank 120 being connected with the cylinder 9 timing-shaft 122 which reaches across the engine, as shown in Figs. 27 and 28, and is supplied with the air-timingrocker-arm 23 and the igniter-timingrocker-arm 124, both ofsaid rocker-arms being rigidly secured to said timing-shaft In a similar manner the' middle .cylinder 8 is provided with the forward and reverse eccentrics 125 and 126 which are secured to the shaft 3 to operate therewithand are provided with the forward and reverse eccentric-rods 127 and 128, respectively. Said rods being pivotally secured to the link 129 which is provided with the sliding-block 130 and which operates the middle cylinder timing-shaft 131, which carries secured thereto the timing crank 132, through the con,fleeting-link 133 pivotally engaging with said timing-arm` 132, Fig. 12; said timingshaft 131 preferably telescoping the timingshaft 12.2, as shown in 28, and provided with the middle cylinder air-timing rockera-rm 134 and the igniter tiining-roc-ker-am 135 both of which arms are rigidly secured to said shaft 131 to operate therewith.

Again, in a similar manner the end cylinder 7 is provided with the link-motion 111 which consists of the Aforward and reverse eccentrics 136 and 137 vwhichare rigidly secured to operate with the crank-shaft 3 as shown in Fig. 13, andare provided with the forward and reverse eccentric-rods 138 and 139, respectively, which are pivotally secured to the link 140 within which link the sliding-block 141 operates; The block 141 operates the end cylinder 7 timing-rockershaft 142 through the crank-arm 143 which is rigidly secured to operate with said shaft 142, through the links 144 pivotally connecting` said crank-arm 143 with the linkblock 141. The shaft 142, which telescopes the shaft 131, as shown in Fig. 20, is also provided with the air-timing-valve rockerarm 145 and the igniter rocker-arm 146, said arms being secured to said shaft k142 to rotate therewith. The telescoping rockershafts, namely, 122, v131 and 142 are suitably supported in the bearing brackets 147, 148 and149 which are rigidly secured to the engine Vtrame members '12, 11 and 10 respectively, as shown in Fig. 1. The bearing bracket 149 carries rigidly secured thereto or integral therewith, the segment-bracket 150 Fi`gs29 and 30, Which forms the bearing'for the segmentshaft 151 to Which shaft are pivotally secured the link-blockguide-rods 152,156, and 154, the link shitting-arms 155 and 156 which are secured to said segment-shaft 151 and carry the stud 157 upon which; are -pivotally secured the link-shitting-rods 158, 159 and 160 which are secured to the links'118, 129 and 140, respectively.. vThe segment-shaft 151 also carries` securedthereto the operating spiral segment 161`Which is operated by the operating worm-gear 162, Figs. 29 and 30, which gear is Secured to rotate with the shaft 163 of the operating hand-Wheel 164, which ivheel is supported `in said segment bracket by the shaft 163 which is rotatably mounted in the bearings=165 provided therefor in the segment-,bracket 150.

7,-8a andt)a represent the reach-rods for the air-timing valves coupled with the cylinders 7 8 and`9,`respectively, whichfrods preferably pivotally engage with the crossheads` 94` of the air-valves and with their respective rocker-arms provided therefor on the rockerfshafts 122, 131 and 142; and 7i, 8'1` and 9 represent the reach-rods for the igniters of the cylinders 7, 8 and 9, respectively, Which reach-rods are preferably pivotally coupled with the operating-bar 97 of the igniters and the respective rockerarms provided therefor on said rockershafts. Thev reach-rods in either case, Whether for the air-timing-valve mechanism or ignition apparatus, may be made adjustable if desired, as is indicated in Fig. 32, or in any other'suitable manner, the rod in Fig. 32- being threaded and iitted into the forked coupling which may be adjusted and yset in any desired position' along'the rod `for givingthe rod the required length tosuit Conditions.

In Fig.'44 A represents the adiabatic curve ot' an internal combustion engine operating on an vexplosive charge compressed'to 114.7 lbs. ab.. While B represents the Working` curve on an internal coni- -bustion engine operated on my improved retardedl lcombustion cycle hereinafter described anddisclosed in my aforesaid applicatio'n;` l representsthe compression curve in the combustion-chamber; D represents the pre-compression curve of the pre-compression-chamber; E represents kthelmpoint Wlflere the retarded combustion,

due to excess carbon in the mixture, is about toV cease, being the point Where the compressed air from the compressed airl system of the engine ordinarily enters the tion-chamber of the cylinder; F ,repre-v sents the final point oi completed combustion due to the air supplied inthe cylinder from E on to F from which point F on to point Gr, because compressed air is still being admitted into the cylinder `to said point G, stratification ofthe burnt gases takes place in the combustion-chamber of the cylinder; H represents the point at which the exhaust-port of the cylinder opens; and I represents thefpoint at which the same closes. The sectional area d represents the increased heat-influx dueto retarded combustion, While the sectionalvarea K represents the increased heat-iniux due to completed combustion.

B1 and B2 representvariations of the curve B due to throttling of the transferring mixture as may occur by manipulating the throttle-valve 5S. l

In Fig. 42 the piston is shown in the head-end-deadcenter position ready to come down on its Workin g stroke,-tbe auxiliary air-timing-valve as Well as the coaoting valve therefor being both closed, as shown, the dotted position of the piston representing the position thereof when the main auxiliary air-valve is ready to open.

Fig. 43 shows the piston in its position, corresponding to point-E on the card, Fig. 41, where the air-valves opento admit air into the cylinder to complete combustion; the dotted position of the piston in vFig'. 43 represents the F position on the card where completed combustion ceases and Where the air keeps coming in from then on to stratify the burnt gases in the cylinder, said stratifying air continuing tov enter the cylinder until the piston reachesthe position shown `in Fig. 44 which corresponds to G on the curve, Where'tlie stratiltying air ceases to enter the cylinder and therefore` both vali/es S2 and S9v are closed as shown;y Fig. 45 represents the positionot the piston at the point of cracking the ex-A liaust-port; the dotted position representing the piston its up7 stroke whenV the .saine is compressing the pre-compressed mixture in the combustion-chamber ot the cylinder. Fig. 46 represents thepiston moved `slightly beyond the dead center position ready to start down on its Working stroke and shows both valves `open at that time for admitting` the compressed air t'or starting purposes, when the engine is started cold, or when the pressure in the combustionlchamber is lower than that of the compressed air ot the compressed air supply of the engine.`

1 Ascaso Having thus described the parts of my invention in detail, the manner in which the same may be employed and operated is as follows:

First, however, it must be understood,as has already been suggested, that while my invention may be applicable to any of the ordinary internal combustion engines, whether of the two-cycle or four-cycle types, whether explosive or otherwise, the same is more particularly intended, and without being limited thereto, to be used in connection with the improved retarded combustion cycle disclosed in my aforesaid application and which cycle in this application is preferably employed with the enclosed types of valveless two-cycle engines.

Briefly, the improved retarded combustion cycle and the operation of an engine working thereon consists in pre-compressing the initial fuel constituents, which are proportioned in the first instance by suitable proportioning means, to provide enriched mixture or media, say in the proportion of one part gas to about four parts air, to insure the lacking oxygen in the fuel to prevent explosion thereof, but while non-explosive such mixture will, however, ignite and burn, but not completely, because of the lack of oxygen in the initial media to support such complete combustion; hence we have retarded combustion.

The enriched mixture admitted in the precompression chamber of the cylinder is preferably pre-compressed to about 40 lbs. ab., after which the same is transferred into the combustion-chamber of the cylinder and is again compressed to about 114.7 lbs. ab., and then with the piston ready to start on its working stroke thel compressed mixture is ignited and instead of exploding because of the enriched condition thereof, burns and expands, as shown on the card, curve B Fig. 41. Vhen the pressure within the combustion-chamber during this burning stroke drops to a point as E on the card whichy is equal to or slightly below ,that of the compressed air system of the engine and which represents a point previous to the ceasing of retarded combustion so that the flame still exists within the cylinder, the compressed air forces its way into the cylinder from the air supply and thus furnishes the'necessary oxygen required to complete the combustion of the excess carbon still remaining unburnt in the initial media, and will thus cause further combustion to occur within the cylinder to the point F which represents the point at which all of the carboniferous matter in the initial media have been utilized and burnt by the supported combustion due to the oxygen introduced into the cylinder by the air system of the engine. The auxiliary compressed air-valve is timed to keep open until theI piston reaches a point as G, which is preferably just previous to the point of exhaust H and thus stratiiies the burnt gases in the cylinder between the points F and G after which, upon reaching point H the burnt gases are exhausted from the cylinder and the cycle of the engine is repeated continuallyv during the operation of the engine.

It will thus be observed that a two-cycle internal combustion engine operated on my improved retarded combustion cycle, must necessarily have an increased efficiency such as will compare favorably with the ordinary four-cycle explosive engine, the theory of the cycle being more fully described in my above-referred to application.

To provide operating mechanism for controlling the timing of the auxiliary air-valve and the ignition apparatus of an engine especially such as operates on my improved retarded combustion cycle, and to provide an internal combustion engine possessing more nearly the characteristics of the steam engine, as hereinbefore explained, is the ob ject of my invention, the operation thereof being as follows:

Vith the link-motions of the engine adjusted to perform at the proper intervals with their respective cylinders for properly timing and actuating the compressed airadmission-valves and the ignition apparatus coupled therewith, the latter being adjusted preferably to generate the spark inthe cyl inders when the pistons are in a head-enddead-center and ready to start on the working strokes thereof, with the fuel-proportioning-valve 7G properly set to supply an enriched mixture for the engine, as shown in Fig. 5, with the transfer-throttle-valve 58 set to allow the proper transferring of the pre-compressed mixtures from the pre-compression chambers of the cylinders into the combustion-chambers thereof, as is shown taking place in Fig. 8, with the compressed air-receiver charged with air of the proper pressure, say 114.7 lbs. ab., and with the engine set in neutral position, as shown in Figs. 1, 4, 11, 12 and 13, which is the resting or non-running position of the engine, the same is ready to perform. as follows-it being understood that the operating per formance is duplicated in each of the cylin- -ders of the engine and an explanation of one will suffice for the others, viz;

Inl the cylinder 8, which is the middle cylinder of the engine, and in which the piston is positioned in the head-cnd-dead-center, Fig. 7, the fuel mixture delivered through the proportioning valve 76 into the intake manifold 8O has entered the pre-compression chamber 27 through the inlet-ports 33, so that when the piston 42 starts operating on its workin` stroke it seals the ports '33 and-compresses such fuel mixture then in the pre-compression-chamber 27 of the cylinder to about A'i-(llbs. ab., and when the pistointrans ar l registers Withvthe pre-compre i on 'trenster-outlet-portl 3/15, as shown in Fig, 8, the precompressed mixture is ushered tlirV 'fh the transfer-valve 5S and the inlet-tran nport into the combustion-chamber (i oiE the cylinder, then as the piston 4t2 starts back on its compression stroke in the combusation-chamber, it seals the exhaust-13026171 37', the"inlet-transfer-port 35, and the pre-compression outlet-transferport 34,'and again compresses the precompresso-d inixlture transferred into said combustion-chamber 'from said precompression chamber 4through the t1'anstei-valve of the cylinder, this time compressing said .mixture to` about 114.7 lbs. ab. `which is the pressure oiE the compressed air supplied in the receiver 24:. The receiver' connectsV with the compressed airwalves of the cylinder through the pipe Si which is proided With the regulating-cock 8st@ andthe valve S11-lf, the Ltormer regulating the ilow of the air through the pipe Si, while the latter serres to open the air supply or shut oil the same Yfrom the engine, according as may be de sired. n ,i

lViththe iinaly compression stroke com pleted and the piston 42 positioned as shown in Figs. 5 and 7, the igniter under ordinary Working conditions is timed to spark at that point through the spark-plug el when the compressed chargeis ignited and the piston 4.2 starts on its Working stroke because of the pressurey and the expansion due to the burning of the fuel media in the cylinder. The pressure increases in the combustion chamber, as indicated by the curve B to the peak which is in the vicinity ol- 2G() lbs. ab. and then starts decreasing during the retarded combustion period indicated on the card in Fig. 41, when at point E the pressure Within the combustion-chamber, due to retarded co1nbustionhas reached the initial compression pressure 114.7 lbs. ab., or the pressure of the auxiliary air system employed with the enginef-the full position of the piston in Fig. 43 representing this p osition at point C of the Working stroke.

The main cylinder air-valves 82 may be timed to open thecompressed air system to the cylinders oit thelcnginc, preferably When thcfpistons have passed the dead-center positions slightly, as indicated'by the dotted ycompressed air from the auxiliary air supply into the engine cylinders. Thus it Will be observed that the` air` supply valve is timed to open the air supply to the cylinder directly after the piston thereof passes the head-enddeadcenter position, but in lspite of that only underl certain circumstances `will the air passing through said open valve enter into the cylinder (as i`or example, when there isl no compression in the combustion-chamber at all, or When the pressure Within said combustion-chamberis below the pressure of the compressed air in the air supply,-or when the spark tails to ignite the mixture Within the cylinder) on account of the voice of the automatically operated cci-acting cylinder valve 89 which is normally held seated, as shown in Fig. Q5, by the lightV compression spring 91, but which valve'89 Will automatically open, as shown in Fig. 26, to admit compressed air coming from the main timing-Valve S2 into the cylinder when the pressure Within the Valve-casingSS and behind the valve 89 eX- ceeds the pressure within the cylinder.` So that under normal conditions, with the fuel mixture inthe combustion end of the cylinder preferably compressed to an equal pressure to that of the compressed air in the auxiliary air supply, as for example, 114.7

lbs. ab., and with ignition taking place and retarded combustion occurring, which raises thepressure Within the combustioirchamber as the curve B .indicates the automatic co-acti1igvalve89 Will remain sea-ted and closed until'the piston reaches 'the point i 1 on the card, which represents the point at which the pressure Within the combustionchamber of the cylinder has been reduced to the original and initial compression pressure of 114.7 lbs. ab. or rather the pressure ci the compressed air in the auxiliary air system of the engine,-it being noted that at that point the flame is still alive Within the cylinder, since burning is still going on therein. Thus While the main compressed airtiming-valve S2 has been open since a point a few degreesbeyond the head-deadcenter of the piston, the automatic coacting `valve of thatvparticular main valve 82 has been sea-ted and closed because of the excess pressure Within the combustion-chamber of the cylinder overcoming the same from" the combustion-chamber side of the valve, as against the pressure behind it of the compressed air supply, and remains seated until about the point E on the card, when the pressure Within the combustionchamber of the cylinder begins to drop below the pressure ofthe compressed air of the air system and the valve S9 is forced to open as shown in Figs. 26 and 4 3.

The incoming air Which is introduced into the combustion chamber of the cylinder immediately has` its effect in reviving the combustion occurring therein, in that said air supplies the necessary oxygen required to complete the combustion of thethen remaining unburnt and residual carbons of the initial media ignited. The main air-valve 82 is preferably allo-wed to remain open to a point 'as G on the card, which is j'ust previous to the point of the exhaust opening H of the engine, corresponding to the position of the piston shown in fullk in Fig. 44 and represented by the positions shown in the diagrammatic Figs. 22 and 23 for either the forward or the reverse direction of the engine, when the air-valve 82 in either case is just in the act of closing, with the crank positioned approximately at 135O or so beyond the head-dead-center position thereof, according` as may be desired, but preferably previous to the point of exhaust in any event. lith the compressed air thus entering` into the combustion chamber of the cylinder at about point E as explained, and completing the combustion of the residual unburnt carbons before reaching the point F on the curve, therefore since the air continues to enter the cylinder until the piston reaches the point G on the curve, stratification of the burnt gases within the cylinder takes place after the point F of complete combustion is passed, and such stratifying air continues to enter the cylinder tothe point G which comes just before the exhaust is reached. This stratifying operation of the burnt gases withinthe cylinder, in the case of a vertical type of engine, as the one shown in the drawings, has the natural tendency to cause the heavier gases to settle in the lower section of the combustion-chamber and therefore nearest to the exhaust-port, so that immediately upon the opening of the exhaustport, the heaviest gases will leave the combustion-chamber and the fresh or lighter air at the top thereof will expand and purify the cylinder. Therefore with the purer and fresher air settled in the clearance-chamber of the combustion-chamber of the cylinder, the freshl transferring mixture coming from the pre-compression chamber, byv means` of thc. barile section 48 of the piston-head, will be ushered up into the top or clearance chainber of the combustion-chamber of the cylinder, and will thus intermingle with the fresher air therein resulting from the stratifying operation of the engine, rather than with contaminated air from the burnt gases within the cylinder, as would otherwise be the case.

ll ow with the cycle of the cngine explained, the working operations thereof as a unit, in the form of the three-cylinder selfstarting and reversing engine shown in the drawings, is as follows: f

Ylt will be here noted "that the neutral positions of the link-motions 111, 112 and 11?, which operate the air timing-valves 82 and the ignition apparatus for their respective cylinders '7, 8 and 9, as shown in Figs. 13, 12 and 11, respectively, inv each case close the air-tiniing-valve 82 and position the operating members of the ignition apparatus in the non-acting position, whereno spark can possibly occur in any of the ylinders.

To run the engine in the forward direction, which is in the direction of the arrows marked F, Figs. 4 and 5, the hand-wheel 164 is turned in the direction of the arrow marked F Fig. 1, which shifts the operating-segment 161 in the direction of the arrow marked F Fig. 29, and causes the shaft 151 which is secured thereto to rotate therewith, Fig. 30, and which Carries with it the shifting-arms 155 and 156 which in turn are y coupled with the shifting-links 158, 159 and160of the link-motions 113, 112, and 111, respectively, and positions the respective links 118, 129 and 140 for the forward running of -the engine, as shown in Figs. 14, 15 and 16, respectively, which figures represent the linkmotion, for the three-cylinders of the engine, relatively positioned for the operating of the engine in the full forward direction. It will thus be noted that in a threecylinder engine, as shown in the drawings, the cranks 4, 5 and 6 are disposed angularly 12()O apart from each other and the engine in coming to a stop will always balance itself and assume a position with one of its cylinders on head-end-dead-center, as shown in Figs. 4 and 5, or with one of its pistons positioned in crank-end-dead-center, as shown in Fig. 5a; in either case the positioning of the other of the cranks will allow for the starting of the engine in either of its directions; so that with the engine stopping in -the positions shown in Figs. 4 and 5 the cylinder 7, as shown in Fig. 13, for the forward running of the engine when left in the neutral or resting position of the engine, is ready to complete its working stroke, the middle cylinder 8 with the piston at headend-dead-center Fig. 12, is ready to start its working stroke, while the cylinder'f), Fig. 11, is ready to compress the pre-compressed mixture in the combustion chamber of that cylinder. Therefore, it will be observed that in shifting the link-motions, which are operated simultaneously through the manipulation of the hand-wheel 164, through the turning of the hand-wheel -of the engine from the neutral position indicated in the diagrammatic views in Figs. 11 to 18 inclusive to the forward operating positions shown in the relative diagrammatic views 14 to 16 inclusive, the operating member 97 of the igniter for the cylinder 7 is forced upward in the first instance and carries with it the armature member 99 and causes the latch-member 98 to engage with the timingwedge 100 of the ignition apparatus for that cylinder and generates a spark in the combustion-chamber ,thereof which may start CQmbLlSOIl therein if the point of completed l of saidvalve, which, as suggested, may remain open until the crank goes 135O or so beyondthe; head-dead-center, the compressed air from, the system at 114.7' lbs. ab. is admitted into the combustion-chamber of that cylinder 7 and forces the iston to start in the forward direction in icated by the arr row F which naturally causes the other two cylinders to start, after which performance the middle cylinder 8 follows suit, generates its spark,.start`s `combustionwithin the cylinder, and immediately after. opens the valve 482 ready to admit the compressed air from the air system ofthe engine when the pressure within the combustion-chamber,

` due to combustion, drops below the pressure of the air in the air system, as already eX- plained (it being here noted in the event that the engine is started cold and no appreciable compression pressure is maintained within the combustion-chamber of the cylinders, or'if the mixtures therein doy not ignite, thatthe engine havingl been started and turneda few degrees by the first cylinder 7, the automatic co-acting Valve in the cylinder 8 willv open. and admit the compressed air which will enter that cylinder and force the piston therein down on its working stroke).

The cylinder 9` during this interval is in the act of compressing its fuel mixture in its combustion-chamber, when the compressed air-admitting-valve 82 is accordingly closed, as shown in Fig. 14, and the igniter is set in the non-sparking position, with the operating member 97 traveling in the'direction of the arrow indicated in Fig. 14, so that when the'piston within said cylinder 9 reaches the head-eiid-dead-center position, sparking will occurwithin said cylinder, and that cylinder will follow with its working stroke. and so the engine will' continue to run in the forward direction with the respective cylinders thereof operating in their order continuously, namely, 7, 8 and 9, until the link-niotions are brought back to neutral position indicated in Figs. 11, 12 and 18 by the manipulation of the hand-operating-wheel 164 of' the engine. c

Ina similar manner when the cranks of thek engine are set as shown in' Fig. 5? for forward running of the engine, the crank a will spark and admit compressed ail and start down in the F direction, then when the crank b .reaches head-dead-center position, that one will ignite and start down on the working stroke, and then 0, and so von in rotation during the running of the engine in the forwarc direction. i

It will here be noted that with the links` 118, 129 and 1110 of the link-motions of the engine shifted to the full forward positions shown inFigs. 111-, 15 and 1.6, that that position allows for the maximum travel for both the operating members of the ignition apparatus and the compressed air-valve 82; and thereforefsince the link-motions `are so connected on the engine as to permit the setting of the same in any position between the neutral position indicated in Figs. 4, 11,

12 and 13, and the full forward positions thereof indicated in Figs. 141-, 15 and 16, and

the full reverse positions indicated in Figs.

17, 18 and 19, that the link-motions provide for a variable setting thereof anywhere between said neiitral positions and said full forward or full reverse positions, and thus permit of a varying operation for the air-admitting-valves and the ignition apparatus operated thereby and consequentlya variable ruiming of the engine itself, so that with the Stephenson link, as is incorporated l in the drawings, in the embodiment of the invention shown therein', the engine speed may be varied thereby by the setting of the link-motions anywhere betweenv the neutral Vpositions thereof and the full forward or full reverse to give the required operations of the engine in either one or the other direction, according as may be desired; and in that connection, for retarding the sparking operation of the igniters for the slow ruiming of the engine,-if required, it will be observed that by manipulating theI igniter timing-lever 108, the timing-cams 105 of the igniters 96 may be positioned to allow for the regulating of the timing-wedges 100 of the igniters to provide the necessary reico tarded sparking for slowrunning of the engine; and also, for further regulating the working operations of the enginev according to the desiredspeeds and load` conditions of the' engine, thetransfer` throt-tle-valves 58 may be adjusted and regulated through the operation. of the regulating transfer-throttling-lever 65, Fig. 1.

In a similar manner the engine may be caused toa operate in. the reverse direction, namely, in the direction of the arrows marked R Figs. 4- and 5, and by the turning of the hand-wheel 16di in the direction of the arrow marked R Fig. 1, which shifts the links 118, 129 and` 140 of the link-motions 113, 112 and 111, respectively, in the opposite directions from the neutral positions shown in Figs. 11, 12 and 13, respectively, to the forward positions' indicated 4in Figs. 14, 15 and 16, as shown 

